All you need to know on... EU regulations for e-bikes pedelecs speed pedelecs

All you need to know on... EU regulations for e-bikes pedelecs speed pedelecs Reed Business Information Whitepaper November 2014 Photo Bosch

Part 1: Technical rules The new type-approval procedure For clarity, in the following article pedelec means a bicycle with a motor that only functions on condition the cyclist pedals, whilst e-bike means a bicycle with a motor that functions by turning the throttle, so irrespective of the cyclist pedalling. The term electric bicycle is generic and includes pedelecs, e-bikes and combinations of these types. All electric bicycles, except pedelecs up to 25 km/h and a maximum continuous rated motor output of 250W, are subject to type-approval. The type-approval rules have been laid down in Regulation 168/2013. Electric bikes are classified in vehicle category L1e, which is subdivided in L1e-A for powered cycles and L1e-B for mopeds. The type approval rules come into force on January 1, 2017. L1e-A powered cycles are defined as cycles designed to pedal, equipped with an auxiliary propulsion with the primary aim to aid pedalling. The propulsion should be limited at a speed of 25 km/h and its maximum continuous rated power should not exceed 1000 W. L1e-A includes two-, three- and four-wheel vehicles, i.e. also electric cargo bikes with more than two wheels. L1e-B mopeds are defined as vehicles with a maximum design speed of more than 25 km/h and up to 45 km/h and a maximum continuous rated power of in between 1000 W and 4000 W. As a result of this categorisation, a pedelec 25 km/h with 750 W for instance will come under L1e-A, an e-bike 25 km/h with 500W as well, whilst a pedelec 45 km/h with 1000 W will come under L1e-B. A vehicle that combines pedal assistance with open throttle will come under L1e-A. Technically, this legislation, does not allow for e-bikes above 25 km/h. As for pedelecs 45 km/h, the regulations contain further technical specifications: ( ) mass in running order 35 kg and shall be fitted with pedals enabling the vehicle to be propelled solely by the rider s muscular leg power. The vehicle shall feature adjustable rider positioning in order to enhance the ergonomic posture of the rider for pedalling. The auxiliary propulsion power shall be added to the driver s pedal power and shall be less than or equal to four times the actual pedal power. Furthermore, the maximum peak power shall be < 1,6 X maximum continuous rated power, measured as mechanical power at the shaft of the motor unit. (Photo Merida/Stians Sport AS)

Former trade association ETRA opposed the introduction of factor four in the above definition. The trade association argued that there was no scientific evidence to support the concept that this factor is necessary to guarantee the safety of the vehicles. Furthermore, the introduction of such a factor made it technically impossible for e-bikes to comply with type-approval. Therefore, they would be completely excluded from the market. ETRA also argued that the factor discriminates those riders who are not capable to put much power in the pedals themselves. Eventually, the Commission and ETRA reached an agreement. Factor four was left in the definition but the following preamble was added to the Regulation: The limitation to four of the ratio of auxiliary propulsion power and actual pedal power for cycles designed to pedal set out in Annex XIX should be subject to further scientific research and assessment. Upon availability of scientific data and statistics on vehicles placed on the market, the ratio four referred to above may be revisited in a future revision of this Regulation. The e-bike problem was solved by an agreement that, provided their speed is limited to 25 km/h, they may be type-approved as L1e-A vehicles. The system is not perfect yet, so in the next couple of years, further updating and improving will be required. The list of components and characteristics subject to type-approval is in the framework Regulation 168/2013. The technical requirements and tests to which those components and characteristics have to comply are laid down in the three abovementioned delegated Regulations. Electric bicycles are excluded from type-approval for some components and characteristics, whereas for others specific requirements have been introduced. The table on the next pages gives an overview of the relevant components and characteristics and the corresponding requirements. Those that do not feature in the table are excluded from electric bike type-approval. Find full texts of all regulations here. The type-approval legislation is made up of the framework Regulation 168/2013, which lays down the basis of the type-approval. The competence for this law was with the European Parliament and Council. All technical and administrative details however were in the hands of the European Commission, who laid these down in 4 Regulations: Delegated Regulation on functional safety Delegated Regulation on vehicle construction Delegated Regulation on environmental and propulsion unit performance Implementing Regulation on administrative provisions In the old system, all legal texts had to go through Parliament and Council, which made it a complicated and very time-consuming procedure. In the new procedure, Parliament and Council have only treated the basic text, whereas technical and administrative details are dealt with by the Commission. As a result, those details can be easily and quickly amended and corrected if necessary and/or adapted to technical progress. Originally, the draft legal texts were written exclusively in view of type-approving conventional mopeds and motorcycles. Yet, the scope of the type-approval also included most electric bicycles. It was the former dealer association, ETRA, that first drew the European institutions attention to the fact that technical requirements for mopeds and motorcycles are not necessarily best suited for electric bicycles. Eventually, the European Commission accepted to work together with the electric bicycle business to adapt the type-approval requirements to electric bicycles. At a later stage COLIBI/COLIPED also joined in the consultations and the final result was a type-approval system that is adapted to electric bicycles to a certain degree. (Photo Trek)

Regulation Component/characteristic Vehicle type Requirements and tests Annex II RVFSR - Annex II RVFSR - Annex III Audible warning devices L1e-A Excluded Audible warning devices L1e-B Electrical device approved following UNECE Reg. No 28 Braking L1e-A & B Requirements of UNECE Reg. 78 but if mass in running order is < 35 kg, then 2 exceptions: - In hydraulic brakes, reserve fluid receptacles excluded from ease of fluid-level checking requirements - Adapted testing requirements for rim brakes Adapted stopping distance requirements for vehicles with rim widths of < 45 mm. Overview type-approval requirements for electric bicycles Annex IV Annex V Annex V RVFSR- Annex VIII Annex VIII Electrical safety L1e-A & B Requirements detailed in the Regulation Endurance testing L1e-A Requirements detailed in the Regulation: definition of normal use: 5 years and a total distance travelled of 7,500 km Endurance testing L1e-A Requirements detailed in the Regulation: definition of normal use: 5 years and a total distance travelled of 16,500 km Driver-operated controls L1e-A Excluded Driver-operated controls L1e-B Requirements in UNECE Reg. No 60 except lever requirements in Annex 3 + certain requirements in the Regulation Annex IX Lighting and light signalling devices L1e-A White headlamp, red rear light, amber side reflectors, amber pedal reflectors and a red rear reflector. Typeapproval not required but manufacturer must declare conformity with ISO 6742-1:1987 and 6742-2:1985 Annex IX Lighting and light signalling devices L1e-B Requirements in UNECE Reg. No 74 + certain requirements in the Regulation. Vehicles may be fitted with additional rear and side reflective devices. Rear registration plate lamp required. Activated instead of automatically switched-on headlamps are allowed. RVFSR- Annex X Rearward visibility L1e-A Excluded

RVFSR- Annex X Rearward visibility L1e-B Class II or III devices type-approved according to UNECE Reg. No 46 Annex XIII Seating position L1e-A & B Vehicles must be fitted with one saddle facing forward, no type-approval required XIV Steerability, cornering properties & turnability L1e-A & B Limited requirements in the Regulation Annex XVIII Maximum continuous rated and/or vehicle speed limitation by design L1e-A & B Specific anti-tampering requirements for electric motors in the Regulation Annex XIX Annex II Vehicle structure integrity L1e-A & B Requirements in the Regulation + vehicles L1e-A and cycles designed to pedal in L1e-B must conform with EN 14764:2005. Definition of cycles designed to pedal in this Annex Anti-tampering measures L1e-A & B Requirements in the Regulation Annex III Arrangements for type-approval procedures L1e-A & B Requirements in the Regulation Annex III Conformity of production L1e-A & B Requirements in the Regulation Annex V Devices to prevent unauthorised use L1e-A & B Excluded Annex VI Annex VII Annex XI Electromagnetic compatibility L1e-A & B Requirements of UNECE Reg. No 10 External projections L1e-A & B Requirements in the Regulation Masses and dimensions L1e-A & B Requirements in the Regulation Annex XIII Passenger handholds and footrests L1e-A Excluded Annex XIII Passenger handholds and footrests L1e-B Handholds not required if the vehicle is not designed to carry passengers. Pedals are considered to meet the footrests requirements VCR Annex XIV Annex XIV Registration plate space L1e-A Excluded Registration plate space L1e-B Requirements in the Regulation Annex XV Repair and maintenance information L1e-A & B Requirements in the Regulation Stands L1e-A & B Requirements in the Regulation

The table above has quite a few references to UNECE Regulations. It was the Commission s intention to integrate as many UNECE Regulations as possible in the new typeapproval legislation for the benefit of global harmonisation. Although type-approval according to the new system is possible since 22 March 2013, type-approval according to the old system based on Directive 2002/24/EC will continue for new L1-e vehicles, systems and components until 31 December 2016. On January 1, 2017, the new type-approval rules will come definitely into force. The type-approval must be carried out by a technical service, which has been designated by the approval authority of a member state, as a testing laboratory to carry out tests or as a conformity assessment body. The approval authority of a member state is established or appointed by the member state and notified to the European Commission. The approval authority is competent for all aspects of type-approval, i.e. issuing, withdrawing or refusing approval certificates. An approval authority may also act as a technical ser- Find the list of all approval authorities and technical services here. Type-approval is allowed in one member state only but that type-approval is valid throughout all member states of the European Union. The approval authority officially certifies that a vehicle, system, component or separate technical unit is approved by means of the type-approval certificate. Following this, the manufacturer has to issue a certificate of conformity, i.e. a document that certifies that the produced vehicle/system/ component/ conforms to the approved product. The type-approval legislation also lists the obligations of all parties in the procedure. Manufacturers for instance must ensure that their products are manufactured and approved in accordance with type-approval requirements. They must also ensure to have procedures in place for series production to remain in conformity with the approved type. They have specific obligations to fulfil in case of non-conformity or serious risks appearing from certain products. Manufacturers established outside the EU have to appoint a single representative in the Union before the type-approval authority. As for dealers, they have the following obligations: Verify that the product bears the required statutory marking or type-approved mark Verify that the product is accompanied by the legally required documents and safety information in the official language(s) of the member state Verify that the product is accompanied by the certificate of conformity Verify that the name, registered trade name or registered trade mark and the address at which the manufacturer can be contacted is on the vehicle or on packaging or in a document with the vehicle- Check that the required statutory plate with the appropriate marking is affixed Check that each component has the required type-approval mark. If a component does not need type-approval, the manufacturer must at least affix a trade name or a trade mark and a type number or identification number In case of non-conformity or serious risk the dealer must inform the manufacturer Ensure that type-approved components are replaced only by type-approved components As stated before, all electric bicycles are subject to type-approval with the exception of the following: Vehicles exclusively intended for use by the physically handicapped (for instance three-wheelers, hand-bikes, etc.) Vehicles exclusively intended for use in competition Vehicles designed and constructed for use by armed services, civil defence, fire services, forces for monitoring public order and emergency medical services Vehicles primarily intended for off-road use and designed to travel on unpaved surfaces Pedal cycles with pedal assistance which are equipped with an auxiliary electric motor having a maximum continuous rated power of less than or equal to 250 W, where the output of the motor is cut off when the cyclist stops pedalling and is otherwise progressively reduced and finally cut off before the vehicle speed reaches 25 km/h; Vehicles with an R-point height of < 540 mm for L1e (for instance recumbent bikes, velomobiles with a saddle below 54 cm) Two other categories that are excluded from type-approval are self-balancing vehicles (for instance Segway) and vehicles with not one seating position (for instance Trikke, Egret, etc.). As a result of this exclusion, member states may decide individually on the rules they apply to these vehicles. Consequently, the manufacturers may be confronted with very diverging requirements. That is why within CEN TC 354 a standardisation procedure has been initiated. In a few years time, self-balancing vehicles and vehicles with not one seating position will become subject to one European harmonised technical standard.

Pedelecs excluded from type-approval Member states classify pedelecs, with assistance up to 25 km/h and maximum continuous rated power of maximum 250W, which are excluded from type-approval as bicycles. For this category of vehicles the European standard EN 15194 (EPAC Electrically Power Assisted Cycles) has been implemented. The text of this standard should be available in any national language from the national standardisation institutes. In most EU member states there is no legal obligation to comply with EN 15194. Only in a few member states, such as the UK and France, compliance with the standard is compulsory. Manufacturers throughout the EU do however have a legal obligation to comply with the General Product Safety Directive, 2001/95/EC. he basic principle of this law is that manufacturers must make sure that the products they put on the market are safe. If a problem with a pedelec occurs and the vehicle complies with EN 15194, then it will benefit from a presumption of safety. If the pedelec does not have EN 15194 certification, there will be no such presumption. Most member states allow for self-certification. This means that if a manufacturer has his own testing facilities and believes his pedelecs, after testing, comply with EN 15194, the manufacturer is allowed to certify his own products. In reality, many manufacturers have their pedelecs tested by professional testing organisations. EN 15194 only concerns the electric part of the vehicle, where for the bicycle part EN 14764 applies. Consequently, the vehicle has to come with marking and instructions as listed in these standards. Marking the frame must be visibly and permanently marked with a serial number at a readily visible location the frame must be visibly and durably marked, with the name of the manufacturer or the manufacturer s representative and the number of European Standard, i.e. EN 14764 the vehicle must be durably marked with the following words: EPAC according to En 15194 25 km/h, i.e. cut off speed 250 W, i.e. electric motor maximum continuous rated power. Instructions The vehicle must be provided with a set, containing the following information: preparation for riding how to measure and adjust the saddle height and handlebar height to suit the rider, with an explanation of the insertion-depth warning marks on the seat-pillar and the handlebar-stem, and clear information on which levers operate the front brake and which lever operates the rear brake recommended tightening of fasteners related to handlebar, handlebar-stem, saddle and seat-pillar, and wheels the method for determining the correct adjustment of wheel quick-release mechanisms, such as, the mechanism should emboss the fork ends when closed to the locked position the correct assembly of any parts supplied unassembled the permitted total weight of the rider and luggage lubrication where and how often to lubricate, and recommended lubricant the correct chain tension and how to adjust this adjustment of gears adjustment of brakes and recommendations for replacement of the friction components care of the wheel-rims and a clear explanation of any danger of rim-wear appropriate spares, i.e. tyres, tubes, brake friction components accessories where these are offered as fitted, details should be included such as operation, maintenance required (if any) and relevant spares (e. g. lightbulbs) safe riding regular checks on brakes, tyres, steering, caution concerning possible increased braking distance in wet weather the type of use for which the bicycle has been designed (i. e. the type of terrain for which it is suitable) with a warning against the hazards of incorrect use an advisory note to draw attention to the rider concerning possible national legal requirements when the bicycle is to be ridden on public roads (e.g. lightning and reflectors) the importance of using genuine replacement parts for safety-critical components concept and description of electric assistance recommendation for washing control and tell tales specific EPAC recommendations for use specific EPAC warnings recommendations about battery charging and charger use as well as the importance of following the instructions on the label of the battery charger.

Part 2: Machinery directive Cycles with pedal assistance, equipped with an auxiliary electric motor having a maximum continuous rated power of 0.25 kw, of which the output is progressively reduced and finally cut off as the vehicle reaches a speed of 25 km/h, or sooner, if the cyclist stops pedaling are explicitly included in the scope of Directive 2006/42/EC on Machinery. This Directive contains a list of essential health- and safety requirements related to the design and construction of machinery, i.e. pedelecs. Vehicles may only be placed on the market and/or put into service if they comply with these requirements. Most of those health- and safety requirements are covered by EN 15194. However, in the European standardisation institute CEN, TC 333 Cycles is in the process of reviewing EN 15194 to ensure that all obligations resulting from the Machinery Directive are covered by the standard. Furthermore, whereas EN 15194 currently only covers the electric part of the bicycles and EN 14764 is applying to the mechanical part, the new standard will have technical requirements for the whole vehicle. When the review is completed, a reference to the new standard will be published in the Official Journal. This will turn EN 15194 into a harmonised standard under the Machinery Directive. That means that if a pedelec compliesw with EN 15194, it will be presumed to comply with Directive 2006/42/EC. Administrative obligations The Machinery Directive holds a few additional administrative obligations for the manufacturers. They have to have a complete technical file on the product available. Furthermore, they have to supply the pedelec with an EC Declaration of Conformity, the particulars of which are specified in Annex II of the Directive. The vehicle must have a CE conformity marking with the initials CE. The CE marking shall be affixed to the pedelec visibly, legibly and indelibly in the immediate vicinity of the name of the manufacturer or his authorised representative. This marking however, can only be affixed if the pedelec also conforms to Directive 2004/108/EC relating to electromagnetic compatibility and to the RoHS Directive. It is prohibited to pre-date or post-date the pedelec when affixing the CE marking. Read the comprehensive guide to the application of the Machinery Directive. Finally, in addition to the CE marking, the pedelec must be marked visibly, legibly and indelibly with the following minimum particulars: the business name and full address of the manufacturer and, where applicable, its authorised representative designation of the pedelec designation of series or type serial number, if any the year of construction, that is the year in which the manufacturing process is completed. Part 3: Electromagnetic compatability All electric devices influence each other when interconnected or close to each other. Sometimes one may observe interference between a TV set, a mobile phone, a radio and a nearby washing machine or electrical power lines. The purpose of electromagnetic compatibility (EMC) is to keep all those side effects under reasonable control. Pedelecs with an electric motor having a maximum continuous rated power of 0.25 kw and assisting up to maximum 25 km/h must comply with this Directive. For all other electric bicycles, the EMC requirements are in the type-approval legislation. The Directive specifies legally-binding protection requirements. As far as the abovementioned pedelecs are concerned, most of these requirements are covered by EN 15194. But compliance with EN 15194 does not automatically equal compliance with the EMC Directive. EMC assessment The manufacturer has to apply his own methodology for the EMC assessment. He has to prepare technical documentation to demonstrate evidence of compliance with the requirements and have that documentation available. He may opt on a voluntary basis to involve a Notified Body during the conformity assessment procedure. The manufacturer is also required to supply the pedelec with an EC Declaration of Conformity, the minimum content of which is specified in the Directive. He has to affix the CE marking. This however, cannot be done unless the product also complies with the Machinery Directive and the RoHS Directive.

Traceability The EMC Directive requires that pedelecs are identified by type, batch, serial number or any other information allowing for the identification of the vehicle. In order to facilitate traceability, the actual manufacturer needs to be identified by name and address. In case the manufacturer is located outside of the European Community, also the name and address of the authorised representative or (when neither are in the Community) the person responsible for placing the pedelec on the Community market needs to be noted. This information has to accompany the pedelec. Find legal EMC requirements in Directive 2004/108/EC. Next to the EMC Directive, the EN 15194 has some additional marking requirements. All electrical and electronic sub-assemblies (ESAs), except for cables, shall bear the following indelible and clearly legible markings: make or name of the manufacturer of the ESAs and their components; trade description. Part 4: RoHS directive Directive 2011/65/EC on the restriction of the use of certain hazardous substances in electrical and electronic equipment applies to pedelecs with assistance up to 25 km/h and a maximum continuous rated power of no more than 250W. All other electric bicycles are not in the scope of this Directive. As a result, the pedelecs that have to comply with the Directive may not contain any lead, mercury, cadmium, hexavalent chromium, polybrominated biphenyls (PBB) or polybrominated diphenyl ethers (PBDE). The manufacturer has to certify that his product complies with the RoHS Directive by means of a CE marking. This however, cannot be done unless the product also complies with the Machinery Directive and the EMC Directive. In order to comply with the RoHS Directive, the manufacturer also has to draw up technical documentation, carry out an internal production control procedure and provide for a declaration of conformity. What does the European Commission say about the RoHS Directive? (Photo Derby Cycle)

Part 5: Battery transportation One of the major risks associated with the transport of batteries and battery-powered equipment is short-circuit of the battery as a result of the battery terminals coming into contact with other batteries, metal objects or conductive surfaces. Therefore, their transport is subject to very strict rules, which have been internationally harmonised. Any Lithium-Ion battery over 100 Wh is classified as CLASS 9 - MISCELLANEOUS DAN- GEROUS GOODS under the dangerous good regulations for transport by road (ADR), by air (IATA & IACO) and by sea (IMDG). Lithium-Ion batteries for pedelecs are more than 100 Watt-hours. As a result, their transport has to comply with these regulations. The UN number for Lithium-Ion batteries is 3480, if contained in or packed with equipment 3481. These rules do not only concern transport of batteries for instance from manufacturer to dealer, but all transport, except transport for private purposes. Firstly, to ship goods in the CLASS 9 category means that the battery needs to be tested in accordance with the UN Manual of tests and criteria, Part III, subsection 38.3.1. Replacement batteries Batteries manufactured, distributed or sold by major companies usually comply with the UN test requirements. However, certain replacement batteries, which are not OEM or aftermarket batteries but simply low-cost copies of those, may not have undergone the required tests. Untested batteries are consequently excluded from transport. Users of equipment powered by Lithium-Ion batteries should therefore be vigilant when buying replacement batteries from unknown sources, such as on markets or the web. The differences between genuine and copied battery types may not be visible but could be very dangerous; such untested batteries may have a risk of overheating or causing fires. Recharge, the European Association for Advanced Rechargeable Batteries proposes an e-book providing all information about UN transport regulation of Lithium batteries. It costs 89 and can be downloaded here. Procedures related to handling, packing and labelling As for the transport of Lithium-Ion batteries, very specific and strict procedures related to handling, packing, labelling and shipping need to be followed. If any company handles, packs and labels dangerous goods, such as Lithium-Ion batteries at their own premises, a trained Dangerous Goods Advisor is required onsite to oversee that this is done in full compliance with the rules and to declare the goods safe to travel. If you have no member of staff which has received the above training, you must hire a specialist company to handle, pack and label the goods and to fill out a Dangerous Goods Note. It is compulsory for Dangerous Goods shipments to be accompanied by this document. There are also weight restrictions for the transport of batteries. A package shipped by air containing a lithium battery may not exceed 10kg gross. The weight limit per package shipped by road or sea is 30kg gross. Class 9 hazard label If the lithium batteries are contained in the bicycle or packed with it, they are not required to have a Class 9 hazard label and there is no requirement for a Shipper s Declaration for Dangerous Goods for consignments of these batteries. Nevertheless, they must meet the packing instructions of the relevant transport regulations (ADR, IATA, IACO or IDMG). And, in the event of an incident involving these batteries, the incident reporting requirements apply. Furthermore, only batteries that have successfully passed the test procedures of Part III, Sub-Section 38.3.1 of the UN Manual of Tests and Criteria qualify under this exception. This also applies to so-called OEM or aftermarket batteries. Any battery manufacturer or distributor should be able to provide documentation, confirming that the batteries have been so tested. There will be occasions where a manufacturer may wish to have a defective or damaged battery returned for analysis. However, such batteries are prohibited from transport by air. This prohibition also applies to waste batteries and batteries being shipped for recycling or disposal. The rules for transport of defective, damaged and waste batteries by road or by sea are inconclusive and are currently being discussed in the relevant international committees.

Part 6: Battery directive Batteries may contain metals such as zinc, copper, manganese, lithium and nickel, which present a risk to the environment and human health if they are incorrectly disposed of. Consequently, the collection, recycling, treatment and disposal of batteries and accumulators are ruled at European level by Directive 2006/66/EC, also known as the Battery Directive. This Directive also prohibits the placing on the market of most batteries and accumulators with a certain mercury or cadmium content. The Directive applies to all batteries and therefore also includes the Lithium Ion (Li-ion) and Nickel Metal Hydride (Ni-M-H) batteries commonly used in electric bicycles. These are classified as industrial batteries. Such batteries may no longer be incinerated or disposed of in landfills. Recycling The Battery Directive establishes one framework for the collection and recycling of batteries in all member states. It also sets out minimum rules for the functioning of national collection and recycling schemes, in particular for the financing of these schemes by the producers. It is up to the battery producers to finance the cost of the collection, treatment and recycling of waste batteries. Although he may organize everything himself, most producers will use the services of the national collection scheme. Here is an overview of these national collection schemes. Also, this website offers short and very comprehensible e-learning courses that deal with all different battery aspects including collection, storage and discarding end-of-life and damaged batteries. These courses can be recommended highly to electric bicycle dealers. The producer is the person in a Member State who supplies or makes available to a third party, batteries (including those incorporated into vehicles) in that same Member State for the first time on a professional basis. This definition applies irrespective of the selling technique used and irrespective of whether the batteries are made available in return for payment or free of charge. This includes import into the European Union. These specific measures apply to industrial batteries: Producers must be registered in the national register of all Member States where they place batteries on the market for the first time. If for instance, the manufacturer of the battery in an electric bicycle or the manufacturer of the electric bicycle or his representative are not registered nationally, the dealer will be considered to be the producer of the battery and will be held responsible Producers of industrial batteries or third parties acting on their behalf have an obligation to take back waste industrial batteries Industrial batteries have to be readily removable from electric bicycles. If the battery is integrated in the bicycle, it has to be accompanied by instructions showing how the batteries can be safely removed and who is the best person to do this Batteries must be labeled with a crossed out wheeled bin and chemical symbols indicating the heavy metal content of the battery All collected industrial batteries must be recycled. Industrial batteries may not be disposed of in landfills or by incineration. Since September 2011, battery recycling processes must meet minimum recycling efficiencies of 65% for lead-acid batteries, 75% for nickel-cadmium batteries and 50% for other batteries, with the best lead and cadmium recycling possible. The producer s obligation to take back waste batteries has some very concrete and practical implications for his dealers. The producer must offer the possibility to collect these batteries through the dealers he works with. For this collection, the dealers have to carefully follow safety procedures: Put waste batteries in a dedicated container that will be supplied by the national collection scheme the producer works with Cover the poles with tape and wrap the batteries in transparent plastic foil or a plastic bag so that, when they are sorted, it is visible if a battery is damaged Place the container in sight of staff, in a dry, cool and well-ventilated environment Avoid mixing lithium-ion batteries with other batteries as well as with other conductive or inflammable materials Make sure batteries are never left in the wet or outside unprotected Do not put damaged batteries in the container for waste batteries. They cannot be transported in the same way as waste batteries. You should ask your national collection scheme for instructions. Read more about battery collection and recycling rules.

This particular check has shown that the Directive is now fully transposed in national law and that collection rates for batteries are high. However, there appear to be a few shortcomings. The Commission has found for instance that the eco-design requirements for batteries offer room for improvement. Stakeholders themselves have argued that easy recyclability should become a mandatory requirement. The check has also shown that in this framework, the growing use of Li-Ion batteries in electric vehicles is not yet properly addressed. A rapid expansion of the Li-Ion battery market is expected by 2015. For these batteries re-use rules would be useful, as they will still have 80% capacity at the end of life of an EV. Further challenges will need to be addressed stemming from the lack of recycling facilities. Moreover, the current methodology for recycling efficiency appears to be not fully in line with the Battery Directive goals, particularly for the recycling of Li-ion batteries, as 50% recycling efficiency target does not guarantee the recycling of hazardous and scarce materials. Another problem that became apparent through the health check is the double charging for WEEE collection and batteries incorporated in WEEE, which creates unnecessary costs for producers and consumers. Finally, the definition of producer differs between the Battery Directive and the WEEE Directive, which complicates the enforcement of the two laws, especially when it comes to Internet sales. According to the current definitions, dealers are not obliged to register EEE sold over the Internet but are obliged to register batteries incorporated in these EEE, which leads to confusion and misreporting. A harmonisation of the definitions of producer, distributor, placing on the market and making available on the market in all two Directives would solve this problem. However, the Commission is not expected to propose any amendments to the Battery Directive before 2016. Very recently, the European Commission has put the Battery Directive through a socalled health check. This is a relatively new procedure that allows the Commission to assess whether legislation is still up-to-date, correct and relevant. (Photo Eurobike)

Part 7: Waste Electrical and Electronic Equipment (WEEE) Directive 2012/19/EU on waste of electrical and electronic equipment (WEEE) is aimed at improving the collection and recycling of the said waste. The objective of this Directive is to protect the environment and public health by preventing or reducing the adverse impacts of WEEE and by reducing overall impacts of resource use, thus contributing to sustainable development. Cycles with pedal assistance which are equipped with an auxiliary electric motor having a maximum continuous rated power of 0.25 kw, of which the output is progressively reduced and finally cut off as the vehicle reaches a speed of 25 km/h, or sooner, if the cyclist stops pedaling are explicitly included in the scope of this new Directive, which the member states had to transpose before 15 February 2014. Any electric bicycles subject to type-approval legislation, such as speed pedelecs for instance, are not subject to the WEEE Directive. The Battery Directive however applies to all types of electric bicycles. As a result of this Directive, private EEE users should have the possibility to return WEEE free of charge to the distributor. When supplying a new product, distributors must accept to take back such waste at least free of charge on a one-to-one basis as long as the equipment is of equivalent type and has fulfilled the same functions as the supplied equipment. The producers are responsible for taking back the WEEE from the distributors. For that purpose they should be able to choose to fulfill this obligation either individually or by joining a collective scheme. In other words, if a customer buys a new electric bike, the dealer has the obligation to take back his old electric bike, whilst the manufacturer has to arrange for taking it back from the dealer and recycling it. Read more about the European Commission s rules on WEEE. Definition of producer Producer means any natural or legal person who, irrespective of the selling technique used, including distance communication is: established in a Member State and manufactures EEE under his own name or trademark, or as EEE designed or manufactured and markets it under his name or trademark within the territory of that Member State established in a Member State and resells within the territory of that Member State, under his own name or trademark, equipment produced by other suppliers, a reseller not being regarded as the producer if the brand of the producer appears on the equipment, as provided for in point 1 established in a Member State and places on the market of that Member State, on a professional basis, EEE from a third country or from another Member State; or sells EEE by means of distance communication directly to private households or to users other than private households in a Member State, and is established in another Member State or in a third country. Producers or their authorised representative, including those supplying EEE by means of distance selling, must be registered in every member state that they sell to. This registration is different form the registration relating to the Battery Directive. Registration For that registration, the producer has to provide, next to general administrative details, the following information: type of EEE (household or other than household equipment) brand name of EEE information on how the producer meets his responsibilities: individual or collective scheme, including information on financial guarantee selling technique used (e.g. distance selling) declaration stating that the information provided is true. quantity of EEE placed on the national market, by weight quantity, by weight, of waste of EEE separately collected, recycled (including prepared for re-use), recovered and disposed of within the Member State or shipped within or outside the Union.

Each Member State has to ensure the implementation of the producer responsibility principle and, on that basis, ensure that a minimum collection rate is achieved annually. From 2016, the minimum collection rate will be 45%, calculated on the basis of the total weight of WEEE collected in a given year in the Member State concerned, expressed as a percentage of the average weight of EEE placed on the market in the three preceding years in that Member State. Member States shall ensure that the volume of WEEE collected evolves gradually during the period from 2016 to 2019. For each WEEE category, the Directive sets out minimum recovery targets. However, the Commission still needs to clarify under which product category pedelecs fall. Part 8: REACH REACH is the Regulation on Registration, Evaluation, Authorisation and Restriction of Chemicals. It entered into force on 1st June 2007. It streamlines and improves the former legislative framework on chemicals of the European Union. REACH is aimed at ensuring a high level of protection of human health and the environment from the risks that can result from chemicals, at promoting alternative test methods, improving the free circulation of substances on the internal market and enhancing competitiveness and innovation. As a result of REACH, the industry must assess and manage risks resulting from chemicals. REACH also obliges industry to provide the users with appropriate safety information. However, the legislation only applies to substances manufactured or imported above 100 tonnes per year. Find further information on Reach here. (Photo Trek)